Internal combustion engine control system

ABSTRACT

A control system for an internal combustion engine includes a virtual engine model which mathematically represents the states of the engine in real time, but which is programmed to provide the engine&#39;s states at least a fraction of an engine cycle (and preferably at least one-fourth of an engine cycle, i.e., one stroke) to several engine cycles in advance of the real engine. The mass flow entering and leaving the cylinder is modeled, allowing parameters such as the mass of air per cylinder (MAC) and residual exhaust gas to be computed, and thereafter used to generate engine control commands related to fuel injection (air/fuel ratio), spark advance, and so forth.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority under 35 USC §119(e) to U.S.Provisional Patent Application No. 60/667,384 filed 1 Apr. 2005, theentirety of which is incorporated by reference herein.

FIELD OF THE INVENTION

This document concerns an invention relating generally to engine controlsystems, and more specifically to engine control systems which adjustfuel injection, spark timing, and/or residual exhaust gas to attaindesired performance, fuel economy, and emissions.

BACKGROUND OF THE INVENTION

Older internal combustion engines, having valve opening and closingoccurring at the same times during the engine cycle in dependence onengine-driven cams, had the drawback that the fixed valve opening andclosing times (as well as the valve lift profiles, i.e., the degree oflift over time) were optimized for a certain speed range. At this speedrange, fuel efficiency, emissions, and power would be optimized, but atother speeds the balance between these factors would vary: for example,an engine designed to have its cams actuate the valves for somepreferred fuel efficiency, emissions, and power at high speed might havepoor fuel efficiency, emissions, and power at low speed.

This led to the advent of variable valve actuation systems, which wouldmodify the valve profile (the valve position over the engine cycle,i.e., over a 720 degree rotation of the crankshaft) to attain betterperformance over a wider range of speeds. The simplest variable valveactuation systems simply modify standard cam-based systems to advance orretard the timing of valve openings and closings; more complex systemsmight independently actuate each valve with solenoids, hydraulicactuators, or the like to allow totally independent control of thetiming and lift height of each valve.

However, greater freedom in valve actuation bears greater complexitywith engine control strategies. To illustrate, an engine's performanceis heavily dependent on the mass air per cylinder (MAC, i.e., the massof air in the combustion chamber immediately prior to ignition), whichis in turn dependent on the valve profile (valve timing and/or lift).Knowledge of the correct MAC is critical for determining the desiredamount of fuel to inject or otherwise provide to the combustion chamber(i.e., to get the correct air/fuel ratio), and is also useful fordetermining spark timing and other engine control parameters. Usually,the MAC is calculated from the “Speed Density” model, wherein themeasured air pressure in the intake manifold (Manifold Absolute Pressureor MAP) and temperature are used to calculate a theoretical MAC usingideal gas laws. A volumetric efficiency (VE) correction is then used tocompensate for differences between the theoretical and actual MAC (withvolumetric efficiency being a measure of the efficiency with which theengine can move the charge into and out of the cylinder, usuallyexpressed as the ratio of the actual flow into the engine as compared tothe theoretical flow). Since volumetric efficiency varies with enginespeed and load, look-up tables in the Engine Control Unit (ECU, thecomputer/processor used to control the engine) are usually used toidentify the volumetric efficiency at a particular speed and load, andthereby determine the MAC (and thus the injected fuel amount, sparkadvance, etc.). Since the combustion cycles of different cylinders areusually out of phase (i.e., intake, compression, expansion and exhaustoccur at different times in different cylinders), it should beunderstood that MAC may be calculated at different times during theengine cycle for different cylinders. Thus, in essence, common enginecontrol systems for multi-cylinder engines simply monitor the MAP, havethe ECU determine the VE at the current engine speed, and calculate theMAC from the VE and the MAP, with each cylinder undergoing an intakestroke being assumed to receive the same amount of air (i.e., eachcylinder having open intake valves is assumed to have the same “average”MAC). Further corrections to the calculated MAC may also be applied, forexample, by monitoring exhaust oxygen and adapting the injected fuel toattain the desired air/fuel ratio for the calculated MAC.

However, the speed density model has several drawbacks. Initially, sincechanges in valve timing and lift also change engine parameters such asvolumetric efficiency, it becomes difficult and burdensome to generatelook-up tables for all possible valve states. The difficulty and burdenis further enhanced when good performance is desired under transientengine conditions (i.e., when the engine is moving between differentspeeds and loads), since VE may be different under transient conditionsthan at steady-state operation. The end effect is that the MACcalculated from the MAP is less accurate than it ideally could be,particularly during transient engine conditions, and thus dependentevents such as fuel injection amounts and timing, spark timing, etc. arenonideal as well. This in turn results in lost performance, wasted fuel,and/or greater emissions. Additionally, it is often incorrect to assumethat the same amount of air is supplied from the manifold to allcylinders which are simultaneously undergoing intake. Differentcylinders often have different gas dynamics depending on the manifoldand intake runner configuration, engine speed, etc., and while thedifference between cylinders is often minor, these minor differenceslead to significant performance loss, fuel waste, and excess emissions,since cylinders having a MAC which deviates from the average areeffectively being mis-operated.

Other control systems attempt to determine MAC more directly by using amass air flow (MAF) sensor to determine the air supplied to thecylinders. Usually this arrangement takes the form of an elementupstream from the throttle which is heated to a constant temperature,and the current needed to maintain the element at the desiredtemperature provides a measure of the airflow (which cools the elementin accordance with the mass flowing past the element). These systems arealso susceptible to error during transient conditions, particularlywhere sudden changes in throttle position occur. As an example, if thethrottle is suddenly opened, a MAF sensor may detect a large surge ofair entering the throttle, with the surge arising from air rushing pastthe throttle and into the manifold (and compressing the air therein).However, the cylinders do not take in all of this air, and thus the MAFsensor's reading leads to an inappropriately large MAC estimate and acorrespondingly excessive fuel pulse. Similarly, when the throttle issuddenly closed, the cylinders can draw more air than the MAF sensormeasures, leading to an erroneously low MAC estimate (and insufficientfuel injection). Thus, MAF-based injection schemes are also imperfect.Further, MAF-based systems also assume that the quantity of air suppliedto each cylinder is equal over an engine cycle—in other words, it isassumed that MAC=MAF*cycle time/number of cylinders. Still other systemsmeasure both MAF and MAP, and use both to determine MAC.

It might be assumed that at least some of the foregoing problems—thoseregarding the use of average estimated cylinder MACs—might be addressedby measuring MAP and/or MAF to each cylinder individually, as by placingpressure and/or mass flow sensors in individual cylinder intake runners.However, this is generally not practical owing to cost and spaceconstraints, and the periodic behavior of the gas in the runners (asintake valves open and close) makes it very difficult to practically andeconomically monitor pressure and/or mass flow in an accurate andreliable manner. In contrast, placing MAP sensors in the manifold and/orMAF sensors upstream from the throttle, where the gas flow is moreuniform, makes it far easier to monitor pressure and/or mass flow.

It would therefore be beneficial to have an engine control system whichaddress the foregoing problems with prior control systems.

SUMMARY OF THE INVENTION

The invention, which is defined by the claims set forth at the end ofthis document, is directed to an engine control system which at leastpartially alleviates the aforementioned problems. A basic understandingof some of the preferred features of the control system can be attainedfrom a review of the following brief summary, with more details beingprovided elsewhere in this document.

The control system is used in an internal combustion engine wherein eachcylinder has at least one intake valve which supplies the cylinder withintake air from an intake system (i.e., from the manifold, runners,etc.), at least one exhaust valve supplying exhaust gas from thecylinder to an exhaust system, and at least one fuel injector whichsupplies the cylinder with fuel (via port injection, direct injection,or other forms of injection). Most preferably, the control system isimplemented in an engine wherein at least one of the valves has a valvelift profile which varies depending on at least one of engine speed andengine load, i.e., in an engine having variable valve lift and/ortiming, for which VE lookup techniques are difficult to implement. Thecontrol system includes a virtual model (equations, look-up tables,and/or other relations) of the engine which may be implemented in theECU or in another electronic processor operating alongside the ECU, butwherein the virtual model evaluates the engine's states at least afraction of an engine cycle in the future (generally 0.1 to 4 cycles inthe future). More particularly, the virtual model preferably contains athermodynamic model accounting for the mass and energy transit into andout of each cylinder. Thus, the mass air flow into each cylinder can besimulated so that an estimate of the cylinder's MAC is known once the(virtual) intake valve closes (which will occur in advance of the actualvalve closing). The estimated MAC can then be used to wholly orpartially determine the actual fuel injection (e.g., the pulse width ofthe injected fuel) for the cylinder in question, as well as other enginecontrol parameters such as the spark advance (which may also bedependent on factors such as engine speed, exhaust gas residual, etc.).

Beneficially, the estimated MAC calculated by the virtual cylinder modelcan be more accurate than the one determined by MAF measurements takenupstream from the throttle: in essence, the MAC is estimated at thecylinder itself, rather than estimated at the throttle. Additionally,since the virtual model can directly account for the gas dynamics of thecylinder, rather than indirectly accounting for the gas dynamics by useof a VE correction or the like, the error associated with the estimatedMAC under transient engine operation is minimized. Further, by modelingeach cylinder individually, each cylinder's fuel injection and spark canbe set in accordance with the cylinder's own estimated MAC, rather thanan averaged value shared with other cylinders.

Since the virtual model must execute at least as rapidly as an enginecycle (the rapidity of which varies with engine speed), it must becomputationally efficient, and it can be constructed with varyingdegrees of complexity (and output accuracy) depending on the desiredaccuracy and available calculation speed. Most preferably, the virtualcylinder evaluates models mass and energy flows through the intake andexhaust system as well as through the cylinder, with one-dimensionalcompressible gas flow being assumed for sake of computationalefficiency.

Since a virtual cylinder model may not perfectly track the behavior ofthe actual cylinder, particularly if a simpler model is used,actual/measured engine parameters can be used as feedback to the virtualcylinder model to adapt its behavior to better track actual cylinderperformance. This can be done, for example, by providing the controlsystem with measurements of the air supplied to all cylinders duringeach engine cycle (i.e., the actual MAP and/or MAF), comparing thesevalues to the estimated values calculated by the virtual cylindermodels, and adapting the virtual cylinder models (or the actual engine)to reduce the error between estimated and actual values. As an example,the virtual cylinder models can be used to calculate an estimated MAF,and if error exists between the actual (measured) MAF and the virtual(estimated) MAF, the virtual cylinder model can be adapted to reduce oreliminate the error—for example, by adapting the virtual cylinder modelto increase or decrease the temperature of the air supplied to thevirtual cylinder, thereby increasing or decreasing its density, and thusincreasing or decreasing the virtual (estimated) MAF. Additionally oralternatively, the virtual cylinder models can be used to calculate anestimated MAP, and if error exists between the actual (measured) MAP andthe virtual (estimated) MAP, the throttle area in the virtual cylindermodel (or on the actual engine) can be adapted to reduce or eliminatethe error.

Since the virtual cylinder models can track the mass flows out of acylinder as well as into it, they can also be used to determine andcontrol parameters such as residual exhaust gas (the combustion productsretained within the cylinder at the end of the exhaust stroke). Sinceresidual exhaust gas can lower combustion temperature (and therebyreduce NOx emissions), it is a useful parameter to control. Thus, forexample, a virtual cylinder model can determine the amount of exhaustgas expelled from a (virtual) cylinder, and thereby know the amountretained when the (virtual) exhaust valve(s) close. This residualexhaust gas can then be considered alongside the air accepted by the(virtual) intake valve(s) during the next engine cycle (i.e. alongsidethe MAC) when determining the amount of fuel to inject. Since it isgenerally desirable to advance the spark as residual exhaust gasincreases, the control system can then use the estimated residualexhaust gas (as well as the estimated MAC) to set the actual sparktiming for the actual cylinder. Additionally or alternatively, thetiming and lift of the exhaust valve (and possibly the intake valve) canbe adapted by the control system to attain some desired amount ofresidual exhaust gas.

Further advantages, features, and objects of the invention will beapparent from the following detailed description of the invention inconjunction with the associated drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 depicts a cylinder of an internal combustion engine incombination with a simplified block diagram of an exemplary version ofthe engine control system.

DETAILED DESCRIPTION OF PREFERRED VERSIONS OF THE INVENTION

Referring to FIG. 1 for a depiction of an exemplary version of theinvention, an internal combustion engine is depicted at 100. The engine100 includes a cylinder 100A wherein a piston 100B reciprocates, with anintake valve 100C, exhaust valve 100D, and spark plug 100E being locatedopposite the piston 100B. Air is supplied to the intake valve 100C viaan intake system 100F, which includes a throttle body 100G wherein athrottle 100H is located, an intake manifold 100I, and a runner 100Jleading from the manifold 100I to the intake valve 100C. A mass air flowsensor (MAF sensor) 100K is located adjacent the throttle 100H, and amanifold absolute pressure sensor (MAP sensor) 100L is located withinthe intake manifold 100I. Fuel is supplied to the cylinder 100A over adesired portion of an engine cycle (i.e., over a 720 degree rotation ofthe crankshaft 100M) by a fuel injector 100N, which is here depictedadjacent the intake valve 100C in a port-style injection arrangement. Anexhaust system 100O then receives exhaust from the exhaust valve 100Dduring the exhaust stroke of an engine cycle.

Looking then to the remainder of the block diagram of FIG. 1 for thesignals and processes used to control the engine 100, a virtual model ofthe engine 100 is provided at 102. The virtual model 102 is preferablyimplemented in the chip, circuit, and/or other components whichconstitute the engine control unit (ECU) for the engine 100, and itcontains a mathematical representation of the thermodynamic, dynamic,and fluid properties of the cylinder 100A, its components, and itscontents. Thus, when the engine 100 is in operation, the virtual model102 can calculate real-time estimates of mass flow into the intake valve100C of the cylinder 100A, mass flow out of the exhaust valve 100D,energy production within (and torque output from) the cylinder 100A,and/or other engine parameters as well. However, the virtual model 102preferably does so at least a fraction of an engine cycle (andpreferably at least a quarter of a cycle, i.e., one stroke) in advanceof the cylinder 100A itself, thereby allowing future engine parameterscalculated by the virtual model 102—e.g., estimated MAC, torque output,etc.—to be used to control the engine 100.

As an example, if the virtual cylinder model 102 includes mathematicalrepresentations of the actual cylinder 100A, the intake system 100F(including the valve profile of the intake valve 100C, i.e., valve liftand timing), and the exhaust system 100O (including the valve profile ofthe exhaust valve 100 d), as well as equations accounting for the mass,momentum, energy, and/or entropy (or availability) states of thecylinder 100A throughout the engine cycle, it is possible to calculatethe MAC, engine torque output, etc. from inputs such as the ambienttemperature and pressure Tamb and Pamb (used to determine density andenthalpy of the intake air); measured throttle position mTHR (whichintroduces a pressure drop in the intake air prior to the cylinder100A); the measured engine speed mSP (which, in combination with theconfiguration of the intake valve 100C, its valve profile, and theintake air density and enthalpy, will help define the mass and energyflow into and out of the cylinder 100A); and the crankshaft position CR(which is preferably measured, but which can be calculated from thespeed mSP, and which is in any event useful for modeling the combustionchamber). To calculate the estimated MAC eMAC, the virtual model 102simply integrates the calculated air mass flow through the intake valve100C over the time between its opening and its closing. Similarly, byperforming an energy balance on the cylinder 100A, estimated torqueoutput eTORQUE can be determined from cylinder pressure calculations.However, the foregoing list of potential inputs to, and calculatedoutputs from, the virtual model 102 is not exclusive. Other factors suchas coolant temperature (which affects cylinder heat transfer), fueltype/octane rating (which affect speed of energy release, i.e.,autoignition), and/or relative humidity (also affecting energy release),etc. can be incorporated or substituted, with computational speed beinga major factor affecting the size and nature of the virtual model 102and which/how many inputs it will accept.

In an experimental version of the invention, the virtual model 102utilizes equations modeling conservation of mass and energy in thecylinder 100A. The intake and exhaust systems 100F and 100O are modeledusing measured current values of ambient temperature Tamb, ambientpressure Pamb, measured/actual throttle position mTHR, measured enginespeed sSP, and measured (or calculated) crankshaft position CR in mass(via the continuity equation) and momentum balances to calculate massand energy flow into and out of the cylinder 100A. While current inputvalues are used, the engine states are calculated 100 ms in advance ofthe real engine 100 using forward calculations (i.e., finite differencemethods and the like). Depending on the speed of the engine 100, a 100ms advance amounts to as little as a fraction of an engine cycle to asmuch as 4-5 engine cycles. For sake of rapid calculation, flow in theintake and exhaust systems 100F and 100O were considered to beisentropic and one-dimensional (i.e., only varying in one spatialdimension, along the axis of the passage in which flow is occurring).The one-dimensional flow was modeled using the method of characteristicsdescribed in Benson, R. S. , “The Thermodynamics and Gas Dynamics ofinternal-Combustion Engines,” Vol. 1, Clarendon Press, Oxford, 1982,with nine nodes in the intake system 100F and 15 in the exhaust system100O. Further details on this exemplary virtual model 102 can be foundin the Ph.D. dissertation authored by coinventor J. Lahti, which is onfile at the University of Wisconsin-Madison and which is incorporated byreference herein. However, it should be understood that virtual models102 for use in the invention may take a wide variety of different forms,and may use different input parameters than those noted above, togenerate outputs different from those noted above.

Preferably, a user inputs a torque command to the control system at 104,with the command being delivered (for example) by stepping on avehicle's accelerator pedal. (The use of torque commands, as opposed totraditional throttle commands, is contemplated since torque commands mayallow for easier implementation of the control strategy in hybridgasoline/electric vehicles. However, as will be discussed below, torquecommands could be substituted with throttle or other commands, ifdesired.) The torque command 104 is fed forward and converted to athrottle control signal at feedforward block 106, and is also combinedwith an estimated torque signal eTORQUE from the virtual model 102. Theresulting difference (torque error) is also converted to a throttlecorrection in feedback controller 108 before being combined with thethrottle command from the feedforward converter 106. The resultingthrottle control signal THR1 is then delayed at 110 before being summedwith a throttle correction signal THRcorr (to be discussed shortly). Thedelay 110 causes the virtual engine model 102 to run ahead of the actualengine 100 (or, more accurately, it causes the commands to the actualengine 100 to lag those supplied to the virtual model 102). Note thatthe delay 110 will synchronize THR1 with THRcorr, since THRcorr isitself generated with the use of delayed signals. The resultingcorrected throttle signal THR2 is then supplied to the throttle 100H.

The virtual model 102, which (as noted previously) monitors the positionof the throttle 100H and other parameters which allow calculation ofestimated future states of the engine 100, calculates an estimated MACeMAC as described above. The estimated MAC eMAC allows the virtual model102 to look up or otherwise determine an appropriate air/fuel ratio(with the air/fuel ratio possibly being partially dependent on otherfactors as well as eMAC, e.g., on measured engine speed mSP, enginecoolant temperature, etc.), which in turn defines an estimated pulsewidth for the fuel injector 100N. The resulting fuel injection signal,labeled eINJ, is then supplied to the fuel injector 100N after applyinga delay 112. The delay 112 must be of sufficient duration to synchronizethe fuel injection signal eINJ—which was calculated on the basis offuture engine states within the virtual model 102—to the appropriatetime to begin the fuel pulse (generally at some time prior to the intakestroke). If desired, the virtual model 102 can also calculate otherdesired engine control parameters, such as the spark advance, denoted byeSPARK, which may be supplied to the spark plug 100E after also applyingthe delay 112.

Thus, the fuel injection signal eINJ and spark signal eSPARK, which aredetermined in the virtual model 102 at least partially on the basis ofthe estimated MAC eMAC calculated to occur when the intake valve 100Clater closes, are delayed from the future to an appropriate present timefor delivery to the engine 100. While the injection signal eINJ isdetermined from the MAC predicted when the intake valve 100C latercloses, fuel injection can nevertheless begin while the intake valve100C is still open,. Similarly, the spark signal eSPARK can be deliveredto the spark plug 100E at an appropriate time during the compressionstroke of the engine 100, even though it may be calculated during theintake stroke or beforehand (and possibly as long as several enginecycles beforehand). It should thus be understood that while the fuelinjection signal eINJ and the spark signal eSPARK are depicted on thesame signal line in FIG. 1, with the same delay 112, this is merely forthe sake of simplicity, and they will generally be provided as separatesignals with potentially different delays.

The injection signal eINJ and/or the spark signal eSPARK may also be atleast partially dependent on other estimated engine parameterscalculated by the virtual model 102, such as the estimated (absolute orfractional) residual exhaust gas eRES retained in the cylinder 100Aafter the exhaust valve 100D closes. This can be calculated byintegrating the mass flow out of the (virtual model of the) exhaustvalve 100D over time, similarly to the estimated MAC eMAC, and thensubtracting this outflow from the mass of the overall combustionproducts (which should be equal to the mass of the estimated MAC eMAC,plus the mass of the injected fuel, plus the mass of any residualexhaust gas from the prior engine cycle). The injection signal eINJand/or the spark signal eSPARK can then be compensated for the effect ofthe estimated residual exhaust gas eRES within the cylinder during thesubsequent intake, compression and power strokes.

The virtual model 102 can also calculate estimated future engineparameters such as an estimated MAP eMAP, and/or an estimated MAF eMAF,and compare these to measured values (after applying a delay 114 tosynchronize them with the present state of the engine 100). If errorexists, this can be used as feedback to adjust the virtual model 102and/or the engine 100 to reduce steady-state error between the two. Inthe exemplary control arrangement of FIG. 1, the following correctionsare applied.

First, a mass air flow error signal MAFerr is calculated from themeasured MAF MMAF from the MAF sensor 100K, and from the estimated MAFeMAF from the virtual model 102. The MAF error signal MAFerr can besupplied to an observer controller 116 to generate a correction signalMACcorr whereby the estimated MAC eMAC can be compensated for errors inthe estimated air flow into the cylinder 100A. The correction signalMACcorr can take a variety of forms, with perhaps the easiest approachbeing to simply adapt one of the parameters used to calculate theestimated MAC eMAC. As an example, MACcorr could constitute anadjustment to the measured ambient temperature Tamb, thereby adaptingthe air density (and thus the eMAC) calculated by the virtual model 102.To illustrate, if the estimated MAF eMAF is too low in comparison to themeasured MAF MMAF, the measured ambient temperature signal Tamb suppliedto the virtual model 102 can be decreased to increase the calculated airdensity, and thus the calculated eMAC and eMAF.

Second, the estimated MAP eMAP from the virtual model 102 and themeasured MAP mMAP from the MAP sensor 100L may be used to generate apressure error MAPerr which can be used for multiple purposes.Initially, a throttle correction signal THRcorr can be generated in athrottle feedback controller 118 for application to the throttle commandTHR1, resulting in modified throttle command THR2 to the throttle 100H,thereby adapting the area of the throttle 100H to move the measured MAPmMAP toward correspondence with the estimated MAP eMAP. Thus, MAPerr isused to apply a throttle area correction to the real engine 100, ratherthan to the virtual model 102 or associated components of the controlsystem. However, if the throttle 100H is fully opened (or fully closed),the throttle is saturated: adjustments to the throttle command signalTHR1 cannot effect further opening (or closing). In this case, asecondary throttle correction signal THRsat from the throttle feedbackcontroller 118 can be applied to the throttle command THR1 to generate acorrected throttle signal THRvirt for supply to the virtual model 102.The primary purpose of THRsat is to ensure that the virtual model 102,which would otherwise receive the uncorrected throttle command signalTHR1, does not begin to operate in an unrealistic range when thethrottle 100H becomes saturated. For example, once the throttle 100H isfully opened, the throttle command THR1 cannot effect further opening,and thus THRsat adapts THR1 (as THRvirt) to maintain THRvirt within arealistic range before receipt by the virtual model 102. Since THRvirtbetter models the actual area of the throttle 100H, eMAP should bettermatch mMAP, thereby reducing MAPerr (and in turn THRsat). In short,MAPerr will drive the real throttle 100H toward the virtual throttlewithin the virtual model 102, and/or will drive the virtual throttle ofthe virtual model 102 toward the real throttle 100H, in an effort tobring mMAP and MAPerr into correspondence.

It is not necessary that both (or in fact either) of the measured MAFMMAF and measured MAP mMAP be used to reduce steady state errors. Ifeither of the MAF sensor 100K and/or MAP sensor 100L were to fail (asindicated by an onboard diagnostic test), the MAFerr/MAPerr feedbackcorrection could be disabled. In this case, the virtual model 102 wouldstill continue to provide reasonably good estimates of enginestates/parameters, and the vehicle can still be driven. Thus, unlikesome present control schemes which are critically dependent on measuredMAF and/or measured MAP readings, the present control strategy onlyrequires that the virtual model 102 be able to output estimated futureengine states upon which control commands can be based. If MAF and/orMAP are measured, these can be used to make corrections to the virtualmodel 102 for modeling errors, and/or to make corrections to thethrottle 100H for hardware variation, but they are no longer thefoundational measurements upon which the engine control scheme is based.

The foregoing description relates to an exemplary version of theinvention, and it should be understood that various modifications areconsidered to be within the scope of the invention. Following is anexemplary list of such modifications.

First, it should be understood that the engine 100 is depicted insimplified form, and it must be kept in mind that the arrangement of theengine 100 is merely exemplary, and numerous structural variations tothe engine 100 are possible, e.g., the cylinder 100A could include oneor more intake valves 100C and/or exhaust valves 100D, the fuel injector100N could be provided in a direct injection system wherein the fuelinjector 100N injects fuel directly into the cylinder 100A, etc. Theengine 100 may (and often will) include additional components not shownin FIG. 1, such as multiple cylinders 100A, the sensors needed for themeasurement of various previously-discussed signals (e.g., theposition/phase of the crankshaft 100M, measurement of ambienttemperature Tamb, measurement of ambient pressure Pamb, etc.), and othercomponents useful for executing the foregoing control strategies. Othersensors for supplying additional or different control parameters couldalso be used, e.g., exhaust gas oxygen sensors in the exhaust system100O (which might provide feedback for further adaptation of fuelinjection pulse width), etc.

Second, the control system need not use torque commands, and couldsimply use throttle commands (as in conventional in standardgasoline-powered vehicles). Other command signals could also oralternatively be used (e.g., the lift and timing of the valves 100C and100D could be controlled in place of the throttle 100H), and the commandinputs are not regarded as being a critical aspect of the invention.

Third, other engine operating commands apart from fuel injection andspark (eINJ, eSPARK)—for example, valve lift and/or timing—can begenerated from the virtual model 102 to attain desired fuel economy,emissions, and/or other operational goals. As an example, high levels ofresidual exhaust gas cause poor combustion quality, which can cause arough idle or poor driveability. Thus, if calculated residual exhaustgas eRES grows too high, the valve timing and/or lift could be adaptedto reduce the residual exhaust gas to an acceptable level.Alternatively, if the engine is being operated in ranges that producehigh NOx emissions or the like, the valve timing and/or lift could beadapted to increase the residual exhaust gas, thereby decreasing peakcombustion temperature and producing an overall reduction in thehigh-temperature conditions under which NOx emissions increase.

In similar respects, the control system could be used to anticipate andreduce conditions such as autoignition (knock). If the control systemcan identify and store the temperatures, pressures, and speeds at whichknock occurs, it can later intelligently adjust the spark advance toprevent autoignition. Since the virtual model 102 runs ahead of theactual engine 100, spark advance correction can be applied before knockoccurs in the real engine 100.

Fourth, in the exemplary control system discussed above, steady stateerror is reduced by use of feedback from the MAF sensor 100K and MAPsensor 100L, but these are merely used because these are commonly usedsensors on current production vehicles. Other sensors/parameters couldbe used in place of, or in addition to, these sensors/parameters. As anexample, a pressure transducer provided in the cylinder 100A would alsoprovide useful feedback information to the virtual model 102 to allowreduction or elimination of error between estimated future engine states(which would be used for control commands), and the actual/measuredengine states.

Fifth, while the virtual model 102 described above uses a simplifiedthermodynamic engine model (with one-dimensional fluid flow, etc.), themodel can increase in detail to provide better performance as faster andmore economical processors become available. As examples, the modelcould be enhanced to include three dimensional wave analysis, multi-zonecombustion, multi-zone heat transfer, combustion knock (autoignition),chemical reaction modeling, reaction rate and/or combustion variabilitycompensation, and emissions analysis.

Sixth, while each cylinder 100A of the engine 100 is preferably providedwith its own virtual model 102, with each cylinder 100A therefore beingindependently controlled, it is possible to have a virtual model 102model and control more than one cylinder. A simple example of such anarrangement is where two or more cylinders have relatively identicalconfigurations and synchronized strokes (i.e., each of theintake/compression/power/exhaust strokes occur at the same times indifferent cylinders). In this case, a single virtual model 102 mightmodel more than one cylinder 100A.

The invention is not intended to be limited to the preferred versionsdescribed above, but rather is intended to be limited only by the claimsset out below. Thus, the invention encompasses all different versionsthat fall literally or equivalently within the scope of these claims.

1. A control system for a multi-cylinder internal combustion engine,wherein for each cylinder: a. the control system calculates estimatesof: (1) the mass inputs entering the cylinder, the mass inputs includingintake air, (2) the mass within the cylinder, and (3) the mass outputsexiting the cylinder, the mass outputs including exhaust gas, at least afraction of an engine cycle in the future; and b. the control systemsupplies fuel to the cylinder in accordance with the estimated masswithin the cylinder.
 2. The control system of claim 1 wherein thecontrol system also supplies an igniting spark to each cylinder, whereinthe timing of the spark for each cylinder is independent of the timingof the spark for at least some of the other cylinders.
 3. The controlsystem of claim 2 wherein the timing of the spark supplied to eachcylinder is dependent on the estimated mass within the cylinder.
 4. Thecontrol system of claim 1 wherein during each engine cycle: a. thecontrol system receives a measurement of the air actually supplied toall cylinders collectively; b. the control system calculates an estimateof the air supplied to all cylinders collectively; and c. the controlsystem adapts its calculations to reduce the difference between theestimate of the air supplied to all cylinders and the measurement of theair actually supplied to all cylinders collectively.
 5. The controlsystem of claim 1 wherein: a. the calculated estimates of the massentering, exiting, and within each cylinder are calculated within avirtual engine model which simulates the operation of the engine atleast a fraction of an engine cycle in the future, and b. the virtualengine model also calculates estimates of the energy entering, exiting,and within each cylinder.
 6. The control system of claim 5 wherein thevirtual engine model calculates the estimated mass within each cylinderbetween 0.1 and 4 cycles in advance of the engine's present cycle. 7.The control system of claim 5 wherein the virtual engine model modelsthe intake air as being: a. compressible, and b. variable in only onedimension.
 8. The control system of claim 1 wherein the estimate of themass within the cylinder includes an estimate of the residual exhaustgas retained within each cylinder from any prior engine cycles.
 9. Thecontrol system of claim 8 wherein the control system also supplies anigniting spark to each cylinder, the timing of the spark for eachcylinder is dependent on the cylinder's estimated residual exhaust gas.10. The control system of claim 8 wherein: a. each cylinder includes atleast one intake valve and at least one exhaust valve; and b. thecontrol system alters the actuation of at least one of the intake andexhaust valves for each cylinder in dependence on the cylinder'sestimated residual exhaust gas.
 11. The control system of claim 1wherein each cylinder includes at least one intake valve and at leastone exhaust valve, at least one of these valves having a valve liftprofile which varies depending on at least one of: a. engine speed, andb. engine load.
 12. A control system for a multi-cylinder internalcombustion engine wherein each cylinder includes: (1) at least oneintake valve supplying the cylinder with air from an intake systemduring an engine cycle; (2) at least one fuel injector supplying thecylinder with fuel during the engine cycle; and (3) at least one exhaustvalve supplying exhaust gas from the cylinder to an exhaust systemduring the engine cycle, wherein the control system includes, for eachcylinder, a virtual engine model which: a. calculates, during eachengine cycle, an estimation of the contents of the cylinder at least afraction of an engine cycle in the future; and b. actuates the fuelinjector in accordance with the estimated cylinder contents.
 13. Thecontrol system of claim 12 wherein the virtual engine model calculatesthe estimated air charge for each cylinder between 0.1 and 4 cycles inadvance of the engine's present cycle.
 14. The control system of claim12 wherein the estimated air charge calculations performed by thevirtual engine model assume that air flow from the intake system to eachcylinder: a. is compressible, and b. is only variable in one dimension.15. The control system of claim 12 wherein each cylinder's virtualengine model also calculates, during each engine cycle, an estimation ofthe exhaust gas exiting the cylinder when the cylinder's exhaust valveis open.
 16. The control system of claim 15 wherein each cylinder'svirtual engine model also calculates, during each engine cycle, anestimation of the exhaust gas exiting the cylinder at least a fractionof an engine cycle in the future.
 17. The control system of claim 16wherein the calculation of the estimated contents of the cylinderincludes a calculation of the estimated residual exhaust gas retainedwithin each cylinder after the cylinder's exhaust valve is closed. 18.The control system of claim 17 wherein the control system also controlsthe supply of an igniting spark to each cylinder, the timing of eachcylinder's spark being dependent on: a. the cylinder's estimated aircharge, and b. the cylinder's estimated residual exhaust gas.
 19. Thecontrol system of claim 17 wherein the control system alters theactuation of at least one of the intake and exhaust valves for eachcylinder in dependence on the cylinder's estimated residual exhaust gas.20. The control system of claim 12 wherein: a. the virtual engine modelreceives measurements of the air being supplied to the engine during theengine cycle; b. the virtual engine model also calculates an estimate ofthe air being supplied to all cylinders during the engine cycle; and c.the virtual engine model is at least periodically modified to reduce thedifference between the estimated air being supplied to all cylinders andthe measured air being supplied to the engine.
 21. The control system ofclaim 12 wherein the control system also controls the supply of anigniting spark to each cylinder, the timing of each cylinder's sparkbeing dependent on that cylinder's estimated air charge.
 22. The controlsystem of claim 12 wherein the engine has a valve lift profile whichvaries depending on at least one of: a. engine speed, and b. engineload.
 23. The control system of claim 12 wherein: a. the engine includesan adjustable throttle which meters the air supplied to the intakesystem; b. the measurement of the air supplied to the cylinders includesa measured intake system pressure; c. the control system also calculatesan estimated intake system pressure for the cylinders; and d. thethrottle is at least periodically adjusted to reduce the differencebetween the estimated intake system pressure and the measured intakesystem pressure.
 24. A control system for a multi-cylinder internalcombustion engine wherein each cylinder includes: (1) at least oneintake valve supplying the cylinder with air from an intake systemduring an engine cycle, and (2) at least one exhaust valve supplyingexhaust gas from the cylinder to an exhaust system during the enginecycle, wherein the control system: a. receives measurements of the airsupplied to the cylinders during the engine cycle; b. calculates foreach cylinder, in advance of the closing of the cylinder's intake valve,an estimated air charge that will be contained in the cylinder upon suchclosing; and c controls the supply of fuel to each cylinder inaccordance with that cylinder's estimated air charge.